Driving mechanism



May 31, 1938. w. B. FAGEOL DRIVING MECHANISM Filed April 9, 1935 7Sheets-Sheet l May 31, 1938. w. B. FAGEOL 2,118,811

DRIVING MECHANISM Filed April 9, 1955 '7 Sheets-Sheet 2 May El, 1938. w.a. FAGEOL DRIVING MECHANISM zmwu Filed April 9, 1935 7 Sheets-Sheet 5May 31, 19389 w. B. FAGEOL.

' DRIVING MECHANISM Filed April 9, 1955 '7 Sheets-Sheet 5aiamugi.EEEEEEQ May 31, 1938. w. B. FAGEOL DRIVING MECHANISM Filed April9, 1955 '7 Sheets-Sheet 7 j [lg Patented ay 31, l fid l ii ioniviNo m tWilliam B. l ageol, Kent, Ohio, assignor to '11 1 Coach Company, Kent,Ohio, a corporation of Delaware Application April 9, 1935, Serial No.15,488

8 Claims.

My present invention relates to a driving mech-. anism for motorvehicles, and more particularly to a novel power and drive mechanism fordriving the wheels of the motor bus from an engine 5 locatedsubstantially vertically above said wheels.

The novel drive means disclosed herein are particularly adapted for usein conjunction with the low floor rear drive vehicle disclosed in mycopending patent application Serial No. 15,085 filed April 6, 1935.

It is a primary object of the invention disclosed herein to provide anovel vehicle driving mechanism embodying a transmission positionedabove the vehicle wheels and a substantially vertical driveshaftinterconnecting the transmission and the vehicle drive mechanism.

Still another object of the present invention is to locate the drivingmotor in a novel manner above the driving axle in a vehicle and toprovide a novel driving connection between the power transmission meansassociated with the motor and the rear axle. \g

It is still another object of the present invention to provide, in avehicle, a novel arrangement for transmitting driving power from anengine mounted on the vehicle to a drive axle and in which maximumangularity of the driving connection is insured by the arrangement ofthe spring connections to the vehicle and to the drive axle.

It is still another object of the present invention to provide aflexible and extensible drive connection between a drive axle whichspring supports the vehicle and a motor located thereabove.

Still another object of the present invention is to provide in a vehicledriving mechanism, a novel means for driving the transmission powertake-off shaft which permits relatively free 1ongitudinal movement ofsaid shaft while at the same time relieving the driving means of sidethrust.

A still further object of the present invention is to provide a novelchange speed transmission mechanism of compact'form.

Another object of the present invention is to provide a novel power anddrive mechanism for a vehicle in which the vehicle driving motor islocated substantially vertically above the vehicle driving wheels and inwhich power is transmitted to the driving wheels from a differentialmechanism associated with the motor by means of flexible drivingconnections.

Further objects of the invention will appear 55 from the followingdescription and appended claims when taken in connection with the accomlpanying drawings wherein:

Figure 1 is a fragmentary side elevation of vehicle embodying thepresent invention. 4 Figure 2 is an enlarged view of a part of themechanism illustrated in Figure 1.

Figure 3 is a transverse horizontal section of the transmission anddrive used in the vehicle of Figure 1.

Figure 4 is a view in elevation of the transmission shown in Figure 3 asseen from the right. Figure 5 is a vertical sectional view taken on line5-5 of Figure 3 and illustrates details of the extensible drivingconnection for the vehicle propeller shaft.

Figure 6 is a fragmentary view in plan of a part of the transmissionillustrated in Figure 3. Figure 7 is a view similar 'to Figure 5 andillustrates a modified form of extensible propeller driving shaftmechanism.

' Figure 8 is a diagrammatic view in rear elevation of a modifiedvehicle drive embodying the present invention.

Figures 9 and 10 are rear and side elevational views of anothermodification of the vehicle drive of the present invention.

Referring to the drawings in detail in which like reference numeralsdesignate similar parts throughout the several views, reference numeralIt (Figure 1) denotes generally the body and framing of a motor vehiclesuch as that disclosed in my copending application Serial No. 15,085

referred to above. The frame H] which forms the support for the motor itincludes motor supporting members it and 85 located transversely of thevehicle and longitudinal members it and H. Each of the vehicle springsto which support the vehicle frameon the driving axle B9 are pivotallysecured to the vehicle at their front ends by means of inverted U-shapedbrackets Ell which are secured to the underside of the frame member M.The projecting portion of each member it and it forms a support for theother end of the springs it and for this purpose the projecting portionsare provided with brackets 22 in which one end .of a spring shackle 23is pivoted) One of the springs iii is pivotally secured to the other endor each shackle. The driving axle it may be of usual construction and isprovided with a difierential mechanism 26 between the springs iii. Themembers it and H are secured to the member it and to the transverseframing memher it, the latter being carried by brackets secured in asuitable manner to the side frame members 2% of the body base orsub-frame.

' engine is provided with brackets 32 which are connected to upstandingsupports 33, on the transverse members i4 and I5.

Referring to Figure 3 which shows the details of the interior of thecasing 28, a wall 34 in .the end of the casing adjacent the clutch 30separates the interior of the casing from the clutch and the crank caseof the engine I2,'and the casing is divided into two parts or sections35 and 36 by a partition wall 38. The section or compartment 36 containsthe change speed transmission and section 35 is devoted to housing theextensible final drive connection later to be described. g

The engine crank shaft is connected through the clutch 30 which may beof conventional form to the shaft 39 of the change speed transmissionmechanism 29. The shaft 39 is piloted at one end in the center ofvehicle flywheel H in the manner indicated by reference character 42.Shaft 39 is rotatably carried in a bearing 44. The outer race of thebearing 44 is carried by a hollow cylindrical member 46'. Thiscylindrical member, provided with a flange 41, is inserted in alignedopenings in the walls 34 and 38 and is secured in place by means ofstuds 46 passing through suitably spaced apertures in the flange 41. Thecylindrical member 46; in addition to providing a seat for'the bearing44,

contains a sealing assembly or gland comprising an annular stationarymember 5| and an annular member 52, which is secured on a threadedportion of the shaft 39 in abutment with the inner race member of thebearing 44, which in turn abuts a stop ring or washer 54. When themember 52 is properly located by turning it upon shaft 39 it is securedagainst movement by means of a locking ring 56 provided with tonguesengaging in the keyway in the shaft and a notch in the top of theannular member 52. A packing member 51 is pressed against the end of themember 5| by means of a spring 58 which presses the annular flange ofthe packing. member 59 against the member 51. The snapring 6| preventstotal disassembly of the parts when the pressure of the end of theannular member against the packing member 51 is removed. J X

The end'of the shaft 39 opposite the clutch 30 is rotatably carried by abearing 63 supported in a bearing carrier 64. secured in an aperture inthe cover member 66. Looking means indicated generally by the referencecharacter 61 are provided for holding the bearing in place and thebearing carrier is provided with an annular flange which is securedagainst the cover plate 66. The counter-shaft 69 of the change 'speedtransmission 29 is driven from the main shaft 39 at selectable relativespeeds through a series of gears and clutching devices. Gears I0 and IIare journaled for rotation upon the shaft 39 and are adapted to beclutched to the shaft by an internally splined clutch member 12 which isslidable onthe externally splined sleeve .13, the latter being securedby a key I4 or any other suitable means so that it is compelled torotate with the shaft 39. The hub of each gear 10 and 'II is providedwith clutch teeth 16 and I! whereby either of these gears may be securedto the shaft 39 for rotation therewith by moving the clutch member l2axially of the externally splined sleeve 13. Pinions l9 and iii areformed on or secured to the shaft 39.

The counter-shaft 69 is journaled in. the wall 38 and the cover plate 66by bearings 03 and 94. The bearing 33 is a combined radial and anti-.frictional bearing, the outer race members of which are carried in arecess 86 formed in the cover member 66. The axial spacing of the outer.

bearing race members may be varied by moving or increasing the number ofshims 88 under the flange of the cap member or housing 89 for thespeedometer drive. The inner race members tween said spacing collar andthe end of gear 92 which is keyed or otherwise secured upon the shaft69. The inner race members are pressed against each other and thespacing collar 9| by the hub of the speedometer drive gear 93, which isretained in position on the shaft 69 by means of a nut 95 and a lockingdevice 96.\

Gears 9'' and 96 are secured for rotation with the shaft 69 by means ofkeys 99 and are con-' stantly in mesh with gears 10 and II respectivelyon the shaft 39. A third gear I0! is rotatably journaled on the bearingbushing or sleeve I02 on the counter-shaft 69. This gear is providedwith clutch teeth I03 on an axial extension of its hub.

Previously mentioned gear 92 is keyed by means of a key I05 or otherwisesecured for rotation with the shaft and is provided with an axiallyextending splined hub I86 upon which the internally splined dog clutchmember I08 is fered' so that a suitable idler gear H0 (Figure 6) may beengaged with the gear and pinion when it is desired to reverse thedirection of .rotation of the shaft 69.

The gear 93 drives the speedometer drive shaft 94 which is suitablyjournaled in the casing 89.

Also as shown in Figure 6, access to the casing through an openingclosed by a filler plug II6 and the casing may be drained when desiredthrough an opening closed by the plug H8.

The clutch sliding member 12 includes a groove I22 engaged by ashifterfork I23 (Figure 4). The clutch member I08 is likewise grooved asindicated by reference character I26, said groove cooperating with ashifter fork I21 (Figure 4). The previously mentioned idler gear H0 isoperated by a shifter fork I29 (Figure 4)engaged in a groove I30 in itshub.

The shifter fork operators" I33 and I34 are carried upon verticallydisposed shafts I36 and I38 respectively which are under the control ofbranch arms I39 and I. These arms may be operated by means of cables orrods, in the manner disclosed in my previously mentioned slidablymounted. It will be noted that the teeth of the pinion 8| and the gear92 are chamcopending application, Serial Number 15,085

is obtained by shifting the dog clutch member I2 to the left by means ofthe shifter fork I23 so that the clutch teeth I6 are engaged by theinternal spline of the dog clutch member. The sleeve I3 and the gear I8will now rotate together driving the gear 81 which is secured to theshaft 69. It will be understood that when the clutch member I2 is movedto the left the clutch member I88 is in the position shown in Figure 3,and the gears BI and 82 are not interconnected .by the shifter idlerpinion I III.

The shaft 89 is selectively driven at a lower speed from the shaft 39 bysliding the clutch member I2 to the right so that the gear II isclutched for rotation with the sleeve I3. The gear II drives the shaft69 through its meshing engagement with the gear 98.

A still lower relative speed of rotation of the shaft 69 is secured bymoving the clutch member I68 to the left into engagement with the teethI63 formed on the hub of the gear "II. The

I shaft 69.rotates with the gear 92 which is clutched to the gear II,this latter gear being driven by the pinion I8, with which it isconstantly in mesh.

When the shiftable idler gear is meshed with the pinion 8| and the gear92 for reversing the direction of rotation of the shaft 69, it will beunderstood that the clutch member I2 is in the position illustrated byFigure 3 of the drawings. The clutch member I68 which is preferablyinterconnected with the shifter for the shiftable idler pinion willassumea position to the right of that shown in Figure 3 of the drawings.By interconnecting the shifting mechanism for the clutch member I68 andthe shiftable idler gear, possible damage to the transmission isprevented which would result if the idler pinion and the clutch memberI68 were independently movable.

The disposition of the power plant above the rear wheels has beendescribed above and the de-.

such that the power take-off shaft I5I (Figures.

' 1 and 5) which extends from the side of the casing is substantiallyvertical or inclined slightly from the vertical as illustrated in Figure1 of the drawings.

counter-shaft of the transmission mechanism 29, the said gear being inmesh with a bevel gear I53.

' One form of mechanism by which the intermeshed bevel gears may derivepower from the engine will be apparent from an inspection of mycopending application Serial No. 729,115 which was filed in the PatentOfice June 5, 1934. The gear I53 is a part of the novel mechanism to bedescribed in detail, the said mechanism allowing the shaft I5I to moveaxially as the springs I8 are deflected.

Referring in detail to Figure 5 of the draw-.

ings, the section 35 of the housing 28 is provided The power take-offshaft I5I is driven from a bevel or mitre gear I52 on the flange seatingagainst the end of the corresponding aperture I55. The flange I68 isapertured for the purpose of receiving s ds I65, by means of which themember I51 5 secured in position. Shims I66 arev placed beneath theflanges I6I and I63 of the bearing carriers and removal or replacementof these shims provides a ready meansfor adjustingthe bearings I58 andI66. A hollow shaft I68 is shouldered as shown at I69 to provide anabutment for the inner race of the bearing assembly I66 by which it isrotatably supported adjacent one end within the bearing housing I5I. Ashoulder I'II provides an abutment for the gear I53 which is received onthe hollow shaft, I68 and is keyed to said shaft by means of a key Inseated in the keyway W6 and the complemental keyway in the gear. Theinner race member-of the bearing assembly I58 which is also receivedover the hollow shaft I68 abuts the upper axial face of the gear I53. Asleeve I16 abuts the inner race member of the bearing assembly I58 andprojects upwardly be- 'yond the end of the hollow shaft I68.

A shaft I'II having splines I'I8 adjacent one end thereof projectswithin the hollow shaft I68. The splines I78 are engagedwith internalsplines I19 formed on the interior of the shaft I68 at its end.

Shaft II'I projects beyond the end of the hollow shaft I68 and receivesan internally splined member I83. The member I83 is provided with aradial flange I86 which may be connected in any suitable manner toarbrake drum or friction disk I85 for cooperation with brake shoes toassist in retarding movement of the vehicle or holding it stationary. Asplit washer I86 positioned on the splined portion of the shaft II'Iseats in a recess I88 in the shaft I68 and provides an abutment wherebythe nut I89 on the threaded extension I9I can be used to hold the shaftIII securely in position and also clamp the member I83-against the axialface of the member I'I6.

It will be seen from the description given thus far that the gear I53and the inner race member of the bearing assembly I58 are clampedtogether axially on the hollow shaft I68 by means of the nut I89. top ofthe bearing housing I56 prevents escape of lubricant from about theshaft I68.

The shaft III is provided with an externally splined portion I93 at itsend opposite the splines II8. The shaft I5I is internally splined asindicated by reference character I96 and the shaft I5I is driven byinterengagement of the splines I93 and I98 while permitting the shaftI5I to be capable of axial movement within the interior of the hollowshaft I68. Shaft I5I is guided for sliding movement by the bearingsleeves I91 and I98 which may be of the oilless typeand which are heldin position against a shoulder I99 by a threaded sleeve 262 engaged overthe end of the f hollo,w shaft I68. Packing members or wipers 263carried in a recess at the end of the member 292 prevent escape of.lubricant from around the shaft I5I when it is moved axially in responseto movements of the vehicle driving axle. The member 202 serves to holdthe inner race member of the bearing assembly I66 against the shoulder I69 on the hollow shaft and the member 262 is locked against turning bythe locking member 266 which is interposed between the bearing race andthe end of the member 262.

Escape of lubricant from the casing 28 about the lower end of the shaftI68 is prevented by a sealing member 266 which is pressed by a spring Alubricant seal I92 positioned at the I 208 against a flange 209 on theinterior of the member I51. One end of the spring 208 seatsin a recessin a cap member 2"] secured on one end of the member 202 by a ring 2| I.The other end of the spring presses upwardly against an annular sealingmember 2 I 2 which in turn urges the sealing member 206 against theflange 209. The flanged top of. the sealing member 2I2 is provided witha backing 2| 6 against which the spring bears. Rotation of the member2I0, and the sealing member 206, is assured by the tongues M8 and 2I9.

Thesplined connection comprising the splined portion I94 of the shaftI5I and the spline I93 on the shaft I11 is lubricated by a lubricantintroduced into the hollow interior 22 I' of the shaft I11 upon removalof a threaded filling plug 222 which is threaded into an internallythreaded passage 223. A supply of lubricant for the bearing I58 isassured by means of a lubricant pump 226, the body of which is receivedin an aperture in the sideof the casing 28. 'The body of the pump isprovided with a flange 221 which is secured against a boss on the casing28 by means of studs 228. A cylindrical bore 229 is provided within thebody of the pump, a plunger 23I being slidably positioned within thesaid cylindrical bore 229. A spring 233 urges the plunger 23I outwardlyagainst a cam 234 formed on the hollow shaft I68. The pump intake 236 isclosed by a spring pressed ball check valve 231 and the pump dischargesthrough an outlet port 239 which is closed at times by a spring pressedball check valve 24I. The pump discharges lubricant into a passage 242in the wall of housing 28, which communicates with a passage 243 formedby a recess in the member I56. The passage 243 communicates with thehollow space 245above the bearing If desired, aport241 may be providedin the annular wall of the member I16 which communicates with a port 249in the shaft I68 by means of a groove 252. The ports 241, 249 and thegroove 252 will assure a supply of lubricant to the bearing sleeves I91and I98 if necessary and the splines I93 and I94 may be lubricated bylubricant flowing from the port 249 and over the top edge of the shaftI5I. Surplus lubricant within the bore 22l isdrained by means of theport 25I. The port 241 which communicates with the hollow space 245 bymeans of the grooves 252 and the port 249 serves as an air vent andoverflow for the interior of the hollow shaft I 5|. The ports 25I permitlubricant to flow out from the bore 22 I- and directly onto the splinesI93 and I94. A supply of lubricant to the bearing members I91 and I93 issecured by means of a helical channel 253 and circular channels 254.Lubricant is supplied 'to these channels through a port 256 in the wallof the shaft I68.

As the shaft I68 rotates the high part of the cam 234 forces the pumpplunger 23I to the left,

forcing lubricant contained within the bore 229 past the ball catch 24Iinto the passage 242 from which it finds its way to the bearing I58. Asthe shaft I68 continuously rotates the low portion of the cam 234 comesopposite the plunger 23I and the spring by forcing the plunger outcauses lubricant to be drawn into the bore 229 past the ball check 231.This cycle of operation is repeated as the shaft I68 continues torevolve, thereby assuring a supply of lubricant to the bearing I58.

The telescoping driving connection just de-' scribed is completelysealed against the admission of all road dirt and dust and isthoroughlylubricated in a positive manner.

The power take-off shaft transmits drivingpower to a propeller shaft 26I(Figure 1) which extends upwardly from the differential mechanism 24 ofthe rear drive axle I9. The propeller shaft and the power take-off shaftI5I are interconnected through a pair of universal joints 263 and 264,which may be of any approved design. The adjacent yoke members of theuniversal joints are coupled back to backas indicated by referencecharacter 266 and the joints are associated in such manner that theangular velocity of rotation of the shaft I5I is the same as that of thepropeller shaft 26I. If desired, a bellows type leather seal may jointhe drive axle and the transmission completely housing in the universaljoints and the sliding tubular drive shaft where it enters thetransmission.

The drive axle I9 and the spring I8 are shown in the position occupiedwith respect to the body framing I when the vehicle is loaded to itsnormal capacity and the position of the universal joint is asillustrated by Figure 1 and by the solid line in Figure 2. It will benoted from Figure 2 -that in the normal load position illustrated inFigure 1 the center line 268 of the propeller shaft 26I is substantiallyin alignment with the center line 269 of the shaft II, and it will benoted that the line 21I connecting the trunnions of the universal jointsis substantially aligned with the center line of the shafts I5I and 26I. The dotdash line 213 on Figure 1 represents the top of the springwhen it experiences maximum upward deflection and the position of theshaft and universal joint is illustrated by dot-dash lines on Figure 2.It will be noted that springs I8 are connected to the vehicle frame bymeans of a fixed pivot 20 and as the springs deflect upwardly theyassume the curve designated by the line I 213 in Figure l and since theaxle I9 is underslung beneath thespring I8 the center line 268 moves toa new position 216 which by reason of the location of the axle I9beneath the spring and the fixed pivotal connection of the spring atHand the shackle connection 23 this new position of the center line issubstantially parallel to its previous position 268 and the angularityof the line connecting the two universal joints is changed but slightlyto compensate for the movement of the axle I9 with respect to the bodyI0.

The approximate total swing of the line connecting the trunnion centersof the universal joints is approximately only twenty degrees betweenfull braking and full torque condition and this angle is not exceededeven when the shaft I5I is fully extended as when the spring is curveddownwardly during rebound.

The operation of the novel driving mechanism is believed to be obviousfrom the foregoing description, but is briefly as follows:

The change speed transmission mechanism, the clutch and. other controlfunctions may be placed under control of the. operator located in aconin the surface of the roadway, and the spring arrangement describedkeeps the center line of the shaft I5I and the propeller shaft 26Ipractically parallel except when the engine I2 is transmitting maximumtorque'to the road wheels or when brakes carried by the axle I9 areapplied. It is especially to be noted that with the arrangementdescribed in which the shaft III projects into the shaft I5I to form thedriving connection between the hollow shaft I68 and the shaft I5I, allof the side thrust is taken directly by the interior of the hollow shaftI68 thus relieving the shaft I" of stresses which would otherwise beimposed upon it. The drive shaft I5I and the unusually short propellershaft, together with the coupling of the universal joints 263 and 268back to back in the manner described above provides an efficient andcompact driving connection between the engine I2 and the vehicle driving1 wheels. As just stated the shaft I5I is journaled in the hollow enginedriven shaft I68 whereby the splined shaft I11 is relieved of stressesdue to thrust and serves only to impart driving power to the shaft I5I.

A modified form of extensible driving connection is illustrated onFigure 7 of the drawings in which the parts differing from those ofFigure 5 are assigned different reference characters. In the mechanismof Figure 7, the gear I53 abuts the shoulder HI and is drivinglyconnected for rotation with the hollow shaft by the key H2. The innerbearing race for the bearing I58 abuts the top of the gear and a sleeve2' is interposed between the inner race and a locking nut 212 which isthreaded onto threads 218 provided for the purpose on the hollow shaftI68 adjacent its end. A locking device comprising a metallic ring 2116has one of its tongues seated in the key way 218 and another tongue isengaged in .the seat 218 formed on the nut 212 which effectively securesthe nut against rotation.

It will be seen that the gear I53 and the inner race member of thebearing I58 are clamped together axially on the hollow shaft I88 bymeans of the nut 212. A lubricant seal 288 positioned at the top of thebearing housing 28I prevents escape of lubricant from about the top ofthe shaft I88.

of Figure 5 is splined at 283 and these splines are engaged with theinternal splines I'I9 formed on the interior of the shaft I68 at itsend. As in Figure 5, the brake carrying member I83 is connected forrotation with the shaft I68 by means of the splines 283. The splitwasher I86 provides an abutment whereby the nut I89 can be used to holdthe shaft 282 securely in position and also clamp the member I83 againstthe axial face of the hollow shaft I68.

As in Figure 5, the splines 286 which correspond to the splines I93 areengaged with the internal splines I98 to impart driving power to theshaft I8I while permitting the shaft 'I8I freedom of axial movementwithin the hollow shaft I88. The bearing sleeves I82 and I88 guide theshaft IEI in the interior of the shaft I68. The bearing sleeves I98 andI98 are retained in position by a threaded sleeve 282 engaged over theend of the hollow shaft I68. The wiping members 283 prevent escape oflubricant from around the shaftIEl when it moves axially in response tomovements of the vehicle driving axle. The member 282 positions theinner race member of the bearing I68 against the shoulder I69 throughthe medium of an annular The shaft 282 which corresponds to shaft I I1member 288 which is interposed between the bearing race and the end ofthe member 282.

Escape of lubricant from the interior of the casing 28 about the lowerend of the shaft I68 is prevented by means of a bellows 288 sealed atone end to the cup-shaped member 29I and at its other end to the ring298 which is pressed by the spring- 292 against the ring member 288. Theends of the spring 292 seat in recesses in the cup member 29I and theannular member 298. The cup member 29I is secured to the bearing housing293 by means of rivets 298 engaged in a series of apertures in theflange 296 of the bearing housing and the flange 298 of the member 29I.The assembled bearing housing and the member 29I are secured to thecasing 28 by means of studs 299. Shims 38I correspond to shims I66previously described in connection with Figure 5.

' -The telescoping driving mechanism of the modification just describedis supplied with lubricant from the interior of the housing 28 and issealed against escape of lubricant and entrance of dirt by the meansdescribed.

With the power plant mounted transversely above the rear axle inaccordance with the present invention a sprung diflerential drive may beused wherein the differential mechanism is located within or carried bythe casing 28 beneath .the transmission mechanism. This modified drivingarrangement is illustrated diagrammatically in Figure 8 of the drawingswherein I2 represents the driving engine and 38 the clutch which isinterposed between the engine I2 and the'change speed transmissionmechanism 29a which may be similar in detail to the transmission 29described above. The counter-shaft 388 of the transmission 29a isprovided with a pinion 385 which is in mesh with the differentialdriving or master gear 386 of the differential mechanism 388 which issupported within the housing 389. The differential mechanism 388 isconnected to the driving wheels 3| I through drive shafts 3I2. Slipjoints '3I8 and universal joints 3I8 are provided in the drivingconnection to the rear wheels so as to permit relative movement betweenthe wheels and the springs for the differential as the vehicle Wheelsencounter irregularities in the roadway. It will be understood that ifthe sprung differential drive of the type 3II, an interconnecting deadaxle betweenthe wheels may be omitted and the wheels may be justdescribed is used for driving the road wheels spring connected tosupport the vehicle body by independent spring devices.

Referring to Figures 9 and 10 of the drawings wherein is shown amodified form of driving arrangement, the road wheels on thedifferential drive axle 322 are driven from the vehicle power plant'through a transversely located propeller shaft 323. The differentialdriving gear 828 is driven from the propeller shaft 323 by means of apinion 825 which is rotatably supported in the housing 828 for thedifferential mechanism. The propeller shaft is provided with universaljoints 327 of any approved design. The power plant and transmissionmechanism is mounted transversely of the vehicle and above the axle 322and includes the engine I2 and the change speed transmission mechanism281), the latter being of any suitable type or it may be similar to thatpreviously described butmodified in certain respects to provide a poweroutput shaft extending transversely of the vehicle. The clutch 88 isinterposed between the engine I2 and the transmission 29b. It will beunderstood that the differential mechanism of the drive axle may belocated at or near the vehicle center line rather than to one sidethereof as shown.

The transversely located output shaft of the transmission mechanism 29bis operatively connected to the transversely located propeller shaft 323by means of gearing located within the transfer box or housing 329. Themechanism within the housing 329 may be composed of a train ofintermeshing gears or a drivingchain engaged over suitable sprockets onthe transmission power output shaft and the propeller shaft 323, or itmay include a worm or bevel gear driven vertig cal drive shaft drivingthe shaft 323 through the worm or bevel gear connection.

It will be seen from the foregoing complete description of my inventionthat I have provided a novel and compact driving arrangement for a motorvehicle which permits substantially all of the interior spaceof thevehicle body to be devoted to the carrying of passengers and whichtransmits power in a novel manner to the driving wheels of the vehicleupon which the vehicle frame is spring supported.

"The invention may be embodied in other specific forms without departingfrom the spirit or essential characteristics thereof. The presentembodiment is therefore to be considered in all respects as illustrativeand not restrictive, the scope of the invention being indicated by theappended claims rather than by the foregoing description, and allchanges which come within the meaning and range of equivalency of theclaims are, therefore intended to be embraced therein.

vWhat is claimed and desired to be secured by United States LettersPatent is:-

1. In a motor vehicle, an axle, road wheels supporting said axle,springs resiliently supporting an end of said vehicle on said axle, saidaxle comprising drive means serving to drive the vehicle through saidroad wheels, an elongated as-' sembly of engine and transmissiontransversely arranged with its axis directly above said axle, and anextensible drive shaft extending substantially vertically between saidengine and transmission assembly and said axle to impart power theretofor driving said vehicle.

2. In a motorvehicle, an axle, road wheels supporting said axle, springsresiliently supporting an end of said vehicle on said axle,

. said axle comprising drive means serving to'drive said vehicle throughsaid road wheels, 3. power plant of unitary design comprising aninternal combustion engine, a clutch device, and a transmissionmechanism, all aligned and located transversely of said vehicleimmediately above said axle, and a flexible and extensible drive shaftextending downwardly from said transmis sion mechanism to said axle.

3. A unitary power plant and power take-ofl mechanism for driving avehicle comprisingan internal combustion engine, a housing connected tosaid engine,'a change speed mechanism and a clutch accommodated in saidhousing, an operative driving connection between said clutch and saidtransmission mechanism, a power take off shaft driven from saidtransmission and journalled in said housing, said shaft being movableaxially within said housing whereby to provide for direct connectionthereof to the vehicle drive wheels.

4. A road vehiclehaving a chassis comprising a base frame includinglongitudinal members terminating at. one end adjacent the drivingwheels, an engine mounting and suspension structure comprising a pair oftransverse frame members designed for support on said longitudinalmembers and having their ends disposed adjacent the front and rear.sides of said driving wheels, and short longitudinal members secured tosaid transverse members, an engine mounted on said short membersdirectly above the axis of the driving wheels, and suspension springssecured at their ends to said mounting and suspension structure.

5. In a motor vehicle engine mounting and driven wheels, longitudinalsprings secured to said axle and having their ends extending for-'wardly and rearwardly of said axle, a platform comprising frameworkdisposed directly above and in close proximity to the axle and supported-on the extending ends of said springs, a motor mounted upon saidplatform between vertical planes passing through the front and rear endsof the springs, and mechanism connected between the motor and axle todrive the latter, said mechanism embodying a substantially verticalextensible shaft assembly permitting relative vertical movement betweenthe axle and the motor.

6. In a motor vehicle an unsprung axle, and an engine, clutch andtransmission mechanism having an elongated sprung housing disposedtransversely of said vehicle directly above said axle, and a verticalpropeller shaft shiftable vertically within and extending downwardlyfrom said sprung housing for transmitting torque from said transmissionto said axle.

. 7. A motor vehicle including a clutch mechanism, transmissionmechanism, and a vertically extensible propeller shaft assembly, saidtransmission mechanism having a horizontal main shaft operably connectedat one end to said clutch, and a-horizontal countershaft disposedparallel to and in the same plane with said main shaft and; connectedthereto by shiftable gearing, said,propeller shaft beingdzsposedsubstantially normal to the horizontal plane'of the axes of saidtransmission shafts and being geared to said countershaft between oneend thereof and said clutch mechanism.

8. A motor vehicle including an unsprung axle,

and an engine, clutch, and transmission mechanism arranged insubstantial alignment parallel to and above said axle in sprung relationthere to, said transmission having a main shaft oper ably connected atone end to said clutch, the 4

